JP2001508375A - Hybrid drive - Google Patents

Abstract

(57) Abstract: A hybrid drive device including an internal combustion engine 21 having an output shaft 26 to which an energy converter 23 is coupled via a clutch 27, wherein the ERG converter 23 includes a first and a second rotor 24. , 25. The rotors 24, 25 are arranged concentrically with respect to each other and can rotate at different speeds with respect to each other. The first rotor 24 is provided with a permanent magnet, and the second rotor 25 is supplied with a current via an AC / DC converter 30 supplied with a DC current from a DC power source such as the electric battery 22. More than one winding is provided. A continuously variable transmission 29 is coupled to one of the rotors 24, 25 of the energy converter 23. The invention also relates to a control device for the hybrid drive.

Description

The present invention relates to a hybrid drive according to the preamble of claim 1. The invention also relates to a control device for a hybrid drive. It has long been known to provide a hybrid drive as a drive for a motor vehicle. DE-A-41 18 678 relates to a hybrid drive comprising an internal combustion engine, a battery and a drive shaft which can be driven by the internal combustion engine and the battery. The energy from the internal combustion engine and the energy from the battery are transmitted to the drive shaft via a slip ring motor or an energy converter consisting of two concentric rotors. The outer rotor joined to the shaft of the internal combustion engine is provided with a permanent magnet, and the inner rotor joined to the drive shaft is supplied with alternating current by a slip ring and connected to the battery via a current transformer. A winding is provided. The drive shaft is connected to a transmission with a fixed transmission ratio that transmits the rotational motion of the drive shaft to the axle of the vehicle. U.S. Pat. No. 3,796,278 relates, in one embodiment, to a hybrid drive comprising an internal combustion engine, a power source, an electromagnetic clutch, an electric motor and a gearbox. The internal combustion engine is connected to the electric motor via an electromagnetic clutch. The output shaft of the electric motor is joined to the gearbox. The electromagnetic clutch is composed of two concentric rotors, one of which is provided with a winding provided with a current supplied from a power supply. The hybrid drive device is controlled by a control device that controls current supply to the electric motor. One object of the present invention is to achieve a hybrid drive that can optimally distribute the load between the internal combustion engine and the battery with respect to environmental requirements such as the exhaust of the drive and the operating life and operating characteristics. That is. Another object of the present invention is to enable operation by an electrically driven energy converter powered by a power supply and an internal combustion engine so that the average value per hour of the energy supplied by the power supply is zero over a defined time. , Or nearly zero. Yet another object of the present invention is to achieve a control device which allows an optimal operation of the hybrid drive in an advantageous manner. These objects are achieved by a hybrid drive device according to claim 1 and a control device according to claim 7. A hybrid drive having the features of claim 1 enables a variable speed transmission in combination with an electric energy converter to increase the degree of freedom in which the internal combustion engine can operate at an optimum speed and torque. So achieve exceptionally high efficiency of the internal combustion engine. The present invention will be described in detail below with reference to a number of examples shown in the accompanying drawings. FIG. 1 is a diagram showing a serial hybrid drive device according to a known technique. FIG. 2 is a diagram showing a parallel hybrid drive device according to a known technology. FIGS. 3A to 3C are diagrams of various elements in the hybrid drive device. FIG. 4 shows diagrammatically the manner in which the outputs interact, FIG. 4 is a schematic diagram of the hybrid drive according to the invention, FIGS. 5A to 5D show the efficiency and the exhaust in a diagrammatic manner FIG. 6 is a block diagram of a control device in the hybrid drive device of the present invention, and FIG. 7 is a side view partially showing a cross section of the energy converter according to the present invention. Hybrid drives are divided into two groups: series hybrids and parallel hybrids. The series hybrid device shown in FIG. 1 basically comprises an internal combustion engine 1, an AC generator 2, a rectifier 3, a current transformer 4, an AC motor 5, which is in most cases a squirrel-cage induction motor, and a gearbox. 6 and a battery 7. In principle, the rotational speed and the torque of the internal combustion engine 1 can be completely freely determined in the present device. The parallel hybrid device is based on the internal combustion engine 11, the electric motor 12, the current transformer 13, the battery 14, and the gearbox 15, as can be seen from FIG. The speeds of the internal combustion engine 11 and the electric motor 12 are the same in the present device. Through the current transformer 13, the power of the battery 14 can be supplied to the drive 16, which can provide additional torque to the device. FIG. 3A shows, diagrammatically, an internal combustion engine that generates a constant power at a constant speed. Since the power consumption of a vehicle fluctuates, the energy converter acts as an electric motor when power is to be supplied to the drive wheels of the vehicle. If the vehicle has extra kinetic energy, or if the vehicle is to be braked, power is transferred to the battery, which charges the battery, in which case the converter acts as a generator. This is illustrated in FIG. 3B, where the area above the time axis represents the mode of the converter as a motor, and the area below the time axis represents the mode of the converter as a generator. For hybrid operation, the internal combustion engine is set to provide power corresponding to the average power requirements for the type of operation. The increase or decrease in the required power is corrected by the converter as shown in FIG. 3C. FIG. 4 is a schematic view of a hybrid drive device according to the present invention. The hybrid drive device is a driving means for an automobile. In the present hybrid drive, the energy from the internal combustion engine 21 is supplied to an energy converter 23 with two concentric rotors 24, 25 having individual shafts from a direct power source such as a battery 22, for example. Combined with energy. A first rotor 24, which may be an inner rotor, is mechanically coupled to an output shaft 26 of the internal combustion engine 21, which couples the internal combustion engine 21 to one of the rotors 24, 25 of the energy converter 23. It can be locked or braked by a mechanical or electric clutch 27. A second rotor 25, which may be an outer rotor, can be coupled to the axle 28 via a gearbox 29 with a CVT (continuously variable transmission) variable speed ratio. Since continuously variable transmissions are well known to those skilled in the art, their structure and function will not be described in detail here. By connecting the CVT to the hybrid drive, the internal combustion engine 21 can be set to operate at optimal speed and torque with respect to efficiency and exhaust. The optimum rotation speed and torque are determined by the characteristics of the internal combustion engine 21 obtained by testing the internal combustion engine 21 under various loads. Examples of the characteristics of an internal combustion engine are shown in FIGS. 5A to 5D in the form of efficiency and exhaust diagrams. The curves in the diagram shown in FIG. 5A represent various values of the efficiency of the internal combustion engine at various rotational speeds and torques. 5B to 5D show curves of CO, NOx, and HC emissions, respectively. By combining the hybrid drive with the CVT, it is possible to obtain the most advantageous operating conditions for the type of operation, ie the operating point of the internal combustion engine 21, based on the known characteristics of the internal combustion engine 21. For example, various types of operation can occur, such as driving on a highway or driving in an urban area. By coupling the control device of the present invention to a hybrid drive and a CVT, the operating characteristics of a vehicle with a hybrid drive as a drive source can be optimized with respect to power, efficiency and emissions. In this way, the internal combustion engine 21 provides the desired torque for the type of operation, and the speed is adjusted in the energy converter 23 to compensate for variations in the speed of the shaft between the energy converter 23 and the CVT. You. If the load on the wheels of the vehicle fluctuates, the speed ratio of the CVT is changed, and correction is made in the converter 23 so that the set rotation speed and torque of the internal combustion engine 21 remain constant. Current is supplied to the energy converter 23 via a current transformer 30 that converts direct current from the battery 22 into alternating current. The current transformer 30 is connected to the outer rotor 25 of the energy converter 23 by a slip ring 31 according to the embodiment. The energy converter 23 can be configured electrically as a permanent magnet synchronous machine or an individually magnetized synchronous machine with or without brushes. The two rotors 24, 25 of the energy converter 23 can rotate freely independently of each other. The rotation direction of the outer rotor 25 follows the rotation direction of the inner rotor 24 during hybrid operation. This means that the combination of the internal combustion engine 21 and the energy converter 23 drives an automobile. For electrical operation, the rotor 24 coupled to the internal combustion engine 21 is locked by the clutch 27 and the second rotor 25 can rotate in any rotational direction. The torques of the rotors 24, 25 are equal in magnitude but opposite in sign. The outer rotor 25 is provided with a winding to which a current is supplied via a slip ring 31, and the inner rotor 24 is provided with a permanent magnet. The distribution of power between the internal combustion engine 21 and the battery 22 is adjusted by the difference in the number of revolutions between the outer rotor 24 and the inner rotor 25. The relative difference between the rotational speeds can be positive or negative. The sign of the relative difference between the speeds determines the operating mode of the drive. Many different modes of operation can be ascertained in the hybrid drive of the present invention. 1) is larger than the rotational speed of the inner rotor 24 the rotational speed of the outer rotor 25 is indicated by n ₁ to instruct at n ₂ in Figure 4. In this case, the internal combustion engine 21 and the battery 22 cooperate to drive the automobile. Vehicle wheel is rotated at a rotational speed indicated at n _3. This hybrid operation is useful, for example, when the vehicle is rapidly accelerating or traveling uphill. The reason is that in such a case, it is necessary to increase the torque of the wheels, that is, to shift down the CVT. As the CVT shifts down, n ₂ increases, which means that the speed of the energy converter 23 needs to be changed to keep the internal combustion engine speed constant. 2) equal rotational speed n ₂ of the outer rotor 25 and the rotational speed n ₁ of the inner rotor 24. This mode of operation is important for driving on highways where the vehicle can be driven exclusively by the internal combustion engine 21 only. The battery 22 supplies exclusively direct current to the windings of the outer rotor to maintain the required torque. The power of the battery is used only to correct the loss in the energy converter 23. 3) the rotational speed n ₂ of the outer rotor 25 is smaller than the rotational speed n ₁ of the inner rotor 24. This operation mode is mainly used for charging the battery 22. 4) The internal combustion engine 21 is not operating, the inner rotor 24 is stationary, while the outer rotor 25 is rotating. In this mode of operation, the motor vehicle is driven exclusively by the energy converter 23, so that low emissions requirements are important for driving in severe urban areas. 5) When a failure occurs in the current transformer 30 or the battery 22, the vehicle needs to be able to be driven only by the internal combustion engine 21. This is made possible by short-circuiting the three-phase windings of the outer rotor by means of variable resistance short-circuit means 32 which can be coupled in series with the three-phase windings to increase the extractable torque. In this mode of operation, the outer rotor 25 is retarded with respect to the inner rotor 24. The amount of lag depends on the torque extracted by axle 28. 6) Furthermore, the internal rotor 21 can be started by the battery 22 by first locking the outer rotor 25 to the axle 28 via the CVT and then using the energy converter 23 as a synchronous motor to start the internal combustion engine 21. I can do it. 7) To start the internal combustion engine 21 during the electric operation of the vehicle, the clutch 27 is released so that the inner rotor 24 starts rotating, and the internal combustion engine 21 is changed so that the desired starting torque and the desired rotation speed are transmitted to the internal combustion engine 21. This is performed by controlling the flow device 30. The kinetic energy of the motor vehicle and energy from the battery 22 are supplied to the energy converter 23 to obtain a desired starting torque. 8) The hybrid drive can be used as a backup power source by locking the outer rotor 25 mechanically or by locking the drive shaft 28 of the vehicle with the vehicle braking device. When the internal combustion engine 21 drives the inner rotor, the energy converter 23 acts as a generator. The battery 22 can be charged via the outer rotor slip ring 31 or the current can be extracted outward. 9) Furthermore, a mechanical connection of the rotors 24, 25 together is possible. This means that n ₂ = n ₁ . In that case, the vehicle is propelled by the internal combustion engine 21. This type of operation is important for highway travel where loss in the drive is to be minimized since no current from the battery 22 is required to maintain a constant speed across the energy converter 23. is there. A controller is recommended to optimize operating characteristics and reduce emissions from the hybrid drive. FIG. 6 shows an embodiment of the control device according to the present invention. A control device 40 for controlling the torque and the number of revolutions of the internal combustion engine 21 and the energy converter 23 transmits and receives signals to and from the internal combustion engine 21 and the current transformer 30, respectively, and outputs the signals. Transmitting to a transmission controller 41, the controller sends a signal to a CVT connected to one of the energy converter rotors 24,25. A speed estimator 42 provides signals relating to speed and angular position to controller 40 to adjust the torque and speed. The rotation speed estimating device 42 includes rotation speed and angle sensors (not shown) in the rotors 24 and 25 of the energy converter for detecting the respective rotation speeds and angular positions of the first rotor 24 and the second rotor 25. ). Alternatively, the rotational speed estimator 42 can calculate the rotational speed and the angular position from the measured current and voltage. A pedal position sensor 43 for detecting the position of the acceleration pedal 44 or the brake pedal 45 sends a signal for controlling the torque and the rotation speed to the control device 40. Driving strategy device 46 receives by control panel 47 a signal regarding the appropriate driving strategy to be selected by the operator, for example, the driver of a motor vehicle. The driving strategy device 46 sends a signal to the control device 40 for adjusting the torque and the rotation speed and the clutch 27. The driving strategy device 46 receives signals from a monitor 48 that monitors the voltage level and condition of a DC power source, such as the battery 22, and monitors the condition of the internal combustion engine 21 with respect to emissions, fuel and air mixture, temperature of the engine, and the like. Is received from the sensor 49 for detecting. A display 50 that provides information to the operator about the condition of the battery 22 can be coupled to the monitor 48. Among the various operating strategies that can be selected from the control panel are hybrid operation, operation with a pure internal combustion engine, and pure electric operation. The driving strategy device 46 receives commands sent via the control panel 47 and provides signals to the various components of the hybrid drive so as to obtain optimal operating conditions in terms of efficiency and emissions. According to one embodiment of the present invention, control panel 47 can select one of the nine operating modes described above. Various methods for accelerating and decelerating the hybrid drive according to the present invention will be described below with reference to FIGS. 4 and 6. When the hybrid drive is set for hybrid operation and the vehicle is accelerated, when the speed ratio of the CVT increases instantaneously via the transmission control device 40, the rotor 25 coupled to the CVT is driven by the kinetic energy of the vehicle. Accelerated. If n ₂ is greater than n ₁ , the current transformer 30 indicates that when the rotor 25 coupled to the CVT is accelerated, the rotor 24 coupled to the internal combustion engine 21 Is controlled by the control device 40 so as to adjust the torque and the rotation speed so as not to affect the rotation speed. In this case, the battery 22 sends power to the energy converter 23 when the rotor 25 coupled to the CVT is accelerated. If n ₂ is less than n ₁ , current transformer 30 is controlled so that the charge on battery 22 decreases when n ₂ increases. As a result, the torque and the rotation speed of the axle 28 increase, and the torque and the rotation speed of the internal combustion engine are kept constant. The transmission ratio can be increased by a small amount or a large amount so as to obtain a desired rotational speed and / or torque at the axle. The torque across the energy converter 23 is constant. Furthermore, the torque of the internal combustion engine 21 can be controlled within a certain interval, that is, the torque of the internal combustion engine 21 can be slightly increased so that the outer rotor 25 is accelerated. If n ₂ is greater than n ₁ , current transformer 30 adjusts the torque and speed so that battery 22 provides current to energy converter 23 when outer rotor 25 coupled to the CVT accelerates. It is controlled by the control device 40 to adjust. If n ₂ is less than n ₁ , battery 22 receives power from energy converter 23. This means that the battery 22 is charged. By controlling the current transformer 30 by the control means, when the rotation speed n ₂ increases, this charge can be reduced. Then, the speed ratio of the CVT increases at the same time when the torque of the internal combustion engine 21 returns to the original value. This procedure is repeated until the desired speed / torque is obtained so that the efficiency of the drive and the exhaust are optimal. By accelerating the outer rotor 25 coupled to the CVT in its open position at full power of the internal combustion engine, or alternatively with a one-way clutch between the energy converter 23 and the transmission 29 Another possibility is obtained for accelerating the hybrid drive. When the outer rotor 25 is accelerated to a desired speed, the CVT is engaged to accelerate the vehicle. If n ₂ is greater than n ₁ , current transformer 30 controls torque and speed so that battery 22 provides current to energy converter 23 as rotor 25 coupled to CVT accelerates. Controlled by device 40. If n ₂ is less than n ₁ , current transformer 30 is controlled such that as n ₂ increases, the charge on battery 22 decreases. If the rotor 2 coupled to the CVT has a higher rotational speed than desired from an electrical point of view, the gear ratio is reduced so that the torque is kept constant and the internal combustion engine 21 is not braked, By controlling the current transformer 30, it is possible to use its kinetic energy to accelerate the vehicle. For regenerative braking, by controlling the current transformer 30 to power the battery 22 when the hybrid drive is set for electrical operation, or by rotating the rotor 2 coupled to the CVT. Power is transferred to the battery 22 by downshifting the CVT so that the number n ₂ is increased by the kinetic energy of the vehicle. Due to the fact that rotor 25 functions as a flywheel, vehicle speed is reduced. The kinetic energy of the rotor 25 is redirected towards the wheels to accelerate the vehicle. Assuming that the hybrid drive device is set to the hybrid drive, the speed ratio of the CVT is reduced so that the torque and the rotation speed of the internal combustion engine 21 are not affected even when the rotor 25 decelerates, and at the same time, the current transformer By controlling 30, braking can be applied to the vehicle. If n ₂ is greater than n ₁ , current transformer 30 is controlled such that battery 22 provides energy to energy converter 23 when rotor 25 coupled to the CVT decelerates. If n ₂ is smaller than n ₁ , current transformer 30 is controlled such that as n ₂ decreases, the charge on battery 22 increases. FIG. 7 shows an example of the energy converter 23 according to the present invention. The outer rotor 25 is basically similar to the stator of a conventional motor, but is rotatable. The outer rotor 25 is provided with one or more windings 33 to which a current is sent via the slip ring 31. The inner rotor 24 is made of a permanent magnet. In purely electrical operation, field-weakening control can be achieved to increase the maximum speed. Energy converter 23 can also include cooling means to divert heat generated in outer rotor 25. It should be pointed out that the hybrid drive can be a fixed power source or, for example, in a vehicle or a boat, and that the internal combustion engine in the hybrid drive can be a piston engine or a gas turbine.

────────────────────────────────────────────────── ─── Continuation of front page    (81) Designated countries EP (AT, BE, CH, DE, DK, ES, FI, FR, GB, GR, IE, IT, L U, MC, NL, PT, SE), OA (BF, BJ, CF) , CG, CI, CM, GA, GN, ML, MR, NE, SN, TD, TG), AP (KE, LS, MW, SD, S Z, UG), EA (AM, AZ, BY, KG, KZ, MD , RU, TJ, TM), AL, AM, AT, AU, AZ , BB, BG, BR, BY, CA, CH, CN, CU, CZ, DE, DK, EE, ES, FI, GB, GE, H U, IL, IS, JP, KE, KG, KP, KR, KZ , LC, LK, LR, LS, LT, LU, LV, MD, MG, MK, MN, MW, MX, NO, NZ, PL, P T, RO, RU, SD, SE, SG, SI, SK, TJ , TM, TR, TT, UA, UG, US, UZ, VN

Claims (1)

[Claims]   1. The first and second rotors (24, 25) are connected via the coupling (27). Having an output shaft (26) to which an energy converter (23) is connected. A hybrid drive system including a fuel engine (21), wherein the rotor (24, 25) ) Are rotatable at different speeds with respect to each other, and less of said rotors (24, 25). At least on one side, a DC current from a DC power source, for example an electric battery (22) Is provided with one or more windings (33) supplied via a current transformer (30). Transmission with variable gear ratio (29) Coupled to one of the energy converter rotors (24, 25); The transmission (29) and the current transformer (30) cooperate by a control device. And a hybrid drive device.   2. A permanent magnet is wound on the first rotor (24), and a winding is wound on the second rotor (25). Hive according to claim 1, characterized in that a line (33) is provided. Lid drive.   3. A first rotor (24) is arranged concentrically inside a second rotor (25). The first rotor (24) is connected via the coupling (27) to the internal combustion engine (2). 1) is coupled to the output shaft (26) and the second rotor (25) is (29) The method according to (1) or (2), wherein The hybrid drive as described.   4. The coupling (27) is lockable and therefore not rotating The clutch according to any one of claims 1 to 3, wherein The hybrid drive device according to claim 1.   5. The winding (33) is a three-phase winding to which a three-phase current is supplied. The hybrid drive device according to claim 1 or 2, wherein   6. A variable resistor for short-circuiting the three-phase winding to the three-phase winding is engageable. A short circuit means (32) is provided. Onboard hybrid drive.   7. The transmission (29) is a drive shaft of a vehicle, that is, an axle (28). Any one of claims 1 to 6 characterized by being coupled to 2. The hybrid drive device according to claim 1.   8. A transmission wherein the transmission (29) is continuously variable. (CVT), any one of claims 1 to 7 2. The hybrid drive device according to claim 1.   9. Energy converter (23) is coupled via coupling (27) A wheeled vehicle including an internal combustion engine (21) with an output shaft (26) The energy converter (23) has first and second rotors (24, 25). The rotors (24, 25) are rotatable at different speeds relative to each other; At least one of the data (24, 25) includes a direct current such as an electric battery (22). One or more windings (3) supplied with DC current from a power supply via a current transformer (30). In a wheeled vehicle provided with 3), a transmission with a variable gear ratio ( 29) is coupled to one of the rotors (24, 25) of the energy converter, The transmission (29) and the current transformer (30) cooperate by a control device. A wheel car characterized by the above.   10. And an internal combustion engine (21) interconnected via a clutch (27). A control device (40) for controlling the torque and the rotation speed of the energy converter (23) , For example, a control device for a hybrid drive device that is a drive source of an automobile Wherein said energy converters (23) can rotate at different speeds with respect to each other. Operable first and second rotors (24, 25). ) Includes at least one of a DC power supply such as an electric battery (22). Providing one or more windings (33) through which direct current is supplied via a current transformer (30); The control device (40) for controlling the torque and the rotation speed is an internal combustion engine ( 21) and send or receive signals to or from the current transformer (30) And a signal is sent to the control device (41), and the control device (41) Continuously variable coupled to one of the rotors (24, 25) of the gear converter To the first transmission (29), and further to the first rotor (24) A rotation speed sensor is provided to detect the rotation speed of the second rotor (25). The rotation speed sensor sends a signal to a rotation speed estimation device (42), Degree The control device (42) sends a signal to the control device (40) that controls the torque and the rotation speed. Pedal position for detecting the position of the feed, accelerator or brake pedal (44, 45) The position sensor (43) sends a signal to a control device (40) that controls the torque and the rotation speed. A control device for a hybrid drive device, comprising:   11. Appropriate operation to be selected by the operator via the control panel (47) The driving strategy device (46) receives the signal regarding the strategy, and thereafter, receives the driving strategy device (4). 6) a control device (40) for controlling the torque and the rotation speed and a clutch (27). Providing a signal, wherein the driving strategy device (46) monitors the voltage level of the DC power supply, A monitor that receives a signal from a sensor (49) that detects the state of the internal combustion engine (21) ( The control device according to claim 10, wherein a signal is received from (48). Place.   12. The first rotor (24) includes a permanent magnet, and the second rotor (25) 11. The method according to claim 10, further comprising a winding. The control device according to Item.   13. The first rotor (24) is disposed concentrically within a second rotor (25). The first rotor (24) is connected to the internal combustion engine (2) via a clutch (27). 1) and the second rotor (25) is coupled to the output shaft (26). 11. A transmission according to claim 10, wherein said transmission is coupled to said transmission. 13. The control device according to any one of items 12 to 12.   14． The clutch (27) may be lockable and thus unable to rotate. The method according to any one of claims 10 to 13, wherein: Control device.   15. The winding (33) is a three-phase winding to which a three-phase current is supplied. The control device according to any one of claims 10 to 12, characterized in that: .   16. The three-phase winding can be short-circuited so that the three-phase winding can be short-circuited. A short-circuit means (32) capable of engaging a variable resistance is provided. Item 16. The control device according to Item 15.   17． The transmission (29) is a drive shaft of a vehicle, that is, an axle (28). Claims 10 to 16 characterized in that they are connected to The control device according to claim 1.   18. A transmission wherein the transmission (29) is continuously variable. (CVT). Any one of claims 10 to 17 The control device according to claim 1.